Speed-changing-gear mechanism.



Patented Apr. 7, 1914 Q SHEETS-SHEET 1.

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SPEED CHANGING GEAR MECHANISM.

APPLLQATION FILED FEB.21, 1913. 1,092,438.

J. F. FITCH.

SPEED CHANGING GEAR MECHANISM.

APPLICATION FILED FEB.21,1913.

1,092,438. Patented Apr. 7, 19m

4 SHEETS-SHEET 2.

I wig //0 /zz /z/ i J. F. PITCH. SPEED GHANGINGGEAR MECHANISM.

APPLICATION FILED PEB.21, 1913.

' Patented Apr. 7, 1914.

J. P. FITCH.

SPEED OHANGING GBA'R MECHANISM.

APPLICATION FILED FEB.21, 1918.

Patented Apr. 7, 191i 4 SHEETS-SHEET 4.

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N E STAT FAT a onto JOHN F. FITCH, 0F BUFFALO, NEW YQRK, ASSIGNOR TO RUDOLPH A. WITTEMANN, OF BUFFALO, NEW YORK.

oaaias.

Specification of Letters Patent.

Application filed February 21, 1913. Serial No. 749,781.

To all whom it may concern:

Be it known that 1, JOHN F. FrrcH, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented a new and useful improvement in Speed-Changing-Gear Mechanisms, of which the following is a specifi-' cation.

This invention relates to speed-changing gear mechanisms in which differential gear are employed for transmitting the motion from the driving shaft to the driven shaft. A gear mechanism of that general character is disclosed by Patent No. 733,600, July 14, 1903, J. Schneible.

One object of this invention is to combine in such a speed-changing mechanism a plurality of speed-changing units in such manner that-a following unit is driven from a preceding unit while each unit can be coupled at will with the driven shaft, thereby imparting to the latter the speed produced by the unit with which it is coupled.

Another object is to provide simple and eflicient means for reversing the direction of movement of the driven shaft.

Another object is to provide means for preventing the coupling of more than one unit to the driven shaft.

Other objects are to construct and arrange the different parts and groups of parts which constitute the mechanism in such manner that they will be efficient and reliable in operation and will not be liable to get out of order.

In the accompanying drawings: Figure 1 is a longitudinal vertical section of this improved variable speed gear. Fig. 2 is a detached elevation, on a reduced scale, of the mechanism for engaging one of the coupling sleeves at a time. Fig. 3 is a vertical cross section on line 3 3, Fig. 1. Fig. 4 is a detached elevation, partly in section, of the mechanism for engaging one of the coupling sleeves at a time, viewed from the left in Fig. 1 and showing the actuating pin in an elevated position. Fig. 5 is a similar view showing the actuating pin in its lowest position. Fig. 6 is a detached elevation, partly in section, of the same mechanism, viewed at right angles to Fig. 4. Fig. 7 is a sectional elevation of one of the actuating pins in its elevated position. Fig. 8 is a fragmentary side elevation of the same mechanism showing the pin in an intermediate posltion. Fig. 9 is a sectional elevation similar to Fig. 7, showing the actuating-pin partly depressed. Fig. 10 is a vertical cross section on line 10-40, Fig. 1. Fig. 11 is a fragmentary longitudinal section of the shifting mechanism for the reversing gear. Fig. 12 is a fragmentary cross sect-ion on line 1212, Fig. 11. Fig. 13 is a vertical cross section on line 13-18, Fig. 1. Fig. 14: is a fragmentary longitudinal section, on an enlarged scale, of the adjoining ends of the driving and driven shafts. Fig. 15 is a front elevation of the coupling sleeves and the part of the casing containing the same separated from the front part of the casing containing the speed reducing units.

Like reference characters refer to like parts in the several figures.

The power transmitting device comprises a plurality of speed reducing units, two being shown in the drawings and designated as A. and 13. These units are preferably of the kind shown in the Schneible patent, above referred to, and "are suitably housed in the upper portion of a casing or frame (1.

Power is transmitted to the gearing through a driving shaft D which may be directly connected to the shaft of the driving motor or device (not shown).

E represents the driven shaft which may be operated at variable rates of speed by this variable speed gear. This shaft is arranged in a cap or extension F of the casing C, which is secured to the rear end of the main casing C in any suitable manner, for instance by screw threads 20. This driven shaft may be journaled in any suitable manner, for instance, in a bearing 21 formed in the rear end of this extension F and at its front end on a stud 22 projecting rearwardly from the rear portion 23 of the driving shaft and entering a socket 24 inthe front end of the driven shaft, Fig. 14;. This cap or extension F contains also the clutches or devices for coupling the driven shaftwith either the driving shaft or with the driven members of the speed-reducing units. The front end of the casing C is closed by a head or plate 25, provided with a bearing 26 for the driving shaft D. Stuffing boxes 27 and 28 are preferably provided at the bearings 21 Patented Apr. '3, 1914.

internal and external gears 31 and 32, which may be formed integrally with the shell,

if desired, Figs/l and 3. The internal gear 31 meshes with an external gear 33 formed on a wheel 34 which is journaled to turn loosely about the driving shaft D, and theexternal gear 32 meshes with a gear 35 secured to a shell 36, also adapted to turn loosely about the driving shaft and having an integral power-transmitting sleeve 37. If the driven shaft is to be turned in the same direction as the driving shaft, the wheel 34 is held stationary by means which will be hereinafter explained. -The sleeve 37 will then be driven in the same direction as the driving shaft D, but at a reduced rate of speed. The second speed-reducing unit B is similar in construction to. the unit A and is driven in a similar manner from the sleeve 37 of the first unit, which sleeve is provided with an eccentric portion 38 on which a shell 39 is journaled, Figs. .1 and 13. This shell has internal and external gears 40 and 41 adapted to mesh with gears 42 and 43, secured respectively to a fixed wheel or disk 44 and a driven shell 45 having a power-transmitting sleeve 46 which is concentric with the driving shaft D and the power-transmitting sleeve 37 of the first unit. The sleeves 37 and 46 rotate in the same direction as the driving shaft, and the speed of the sleeve 37 of the first unit is slower than the speed of the driving shaft, and the speed of the sleeve 46 of the second unit is slower than the speed of the sleeve 37 of the first unit. Rotation at a reduced speed and in the reverse direction can be obtained from the first unit by releasing the wheel 34 thereof, which is normally held fixed, and holding the shell 36 stationary. Any suitable means may be provided for this purpose, but the following construction is preferably employed:

The casing'C is provided with a hollow base portion 47 in which two locking bolts or bars 48 and 49 are slidably mounted on a guide bracket 50 secured to the casing, Figs. 1, 3, 11 and 12. These locking bolts are provided with toothed faces 51 and 52 and are movable toward and from external gear rims 53 and 54 formed on the wheel 34 and the shell 36 to hold either'this wheel I or this shell stationary. A three-armed lever 55 is preferably employed for moving the bolts into and out of their locking position. This lever is pivoted at 56 on theguide bracket 50 and has two oppositely disposed arms 57 and 58 which are connected with the locking bolts by means of slots '59, 60 in which pins 61 and 62 on the locking bolts engage. The third arm 63 of the lever is pivotally connected with a rod 64, by means of which the lever is swung on its pivot.

65, wheel meshing with the gear rim 53 on the wheel 34 and secured to the front end of a shaft 66 which is journaled in bearings 67 and 68 in the lower part of the casing. A gear wheel 69 is mounted on the rear end of :this shaft and meshes with the toothed periphery 70 of a collar 71 which is rota- 75 Figs. 1, 3 and 11, represents a gear tably mounted on the sleeve 46 of the see I 0nd unit B and which is rotated in a direction opposite to that of the sleeves 46 and 37.

Any suitable means may be provided for coupling either of the two power-transmitting sleeves 37 and 46 or the driving shaft D to the driven shaft E for driving at any one of three rates of speed, or for connecting the reversing collar 71 to the driven shaft E to rotate thelatter in the reverse direction with the reduced speed produced by the first unit. In the construction shown the lat ter in the same direction as the drivlng shaft in the drawings this is accomplished by.

means of concentric coupling sleeves 72, 73, 74 and 75 which are provided with clutch devices adapted to engage with corresponding devices formed respectively on a coupling collar 76 secured to the rear end of the driving shaft, on coupling collars 77 and- 7 8 secured to the power-transmitting sleeves 37 and46, and on the reversing collar 71. The coupling collars are secured in position by any suitable means, for instance by screws 200, Fig. 1. These clutch devices may be of any suitable construction. As

represented in the drawings, they are constructed as follows: 79 represents an internally toothed rim formed in the front end of the innermost coupling sleeve 72, and 80 represents a corresponding externally toothed rim formed on the coupling collar 76 on the rear end of the driving shaft. The toothed rims 79 and 80 are engaged with and disengaged from each other by a longitudinal movement of the coupling sleeve '7 2 on the driven shaft, to which it is splined as shown at 81. These coupling rims are showndisengaged in Fig. 1. When'these rims 79 and 80 are in engagement the driven shaft is driven directly by the driving'shaft and withthe same speed.

82 represents an externally toothed rim.

sleeve 73 in such manner that the outer sleeve 73 will be capable of longitudinal movement on the inner sleeve 72 while retaining a driving engagement with the latter. The internal teeth 83 are adapted to engage with an external toothed rim 84 on the coupling collar 77 ofthe ower-transmitting sleeve 37 of the first unit A. hen the coupling sleeve 73 is moved forwardly so that its internally toothed surface 83 engages with the coupling rim 84, as shown in Fig. 1, the rotation of the sleeve 37 is transmitted to the coupling sleeve 73, from the latter to the inner'coupling sleeve 72, and from the latter to the driven shaft E, and the-latter is driven with the reduced speed produced by the first unit. The coupling sleeve 73 is provided with an externally toothed rim 85 which engages in the internally toothed surface 86 of the next outer sleeve 74 and this toothed surface is adapted to engage an externally toothed rim 87 on the coupling collar 78 of the power-trans mitting sleeve 46 of the second unit B. When the coupling sleeve 73 is coupled to the sleeve 46 the driven shaft is rotated with the reduced speed produced 'by the second unit. The coupling sleeve 74 is provided with an externally toothed rim 88 engaging in the internally toothed surface of the outermost coupling sleeve 75, which is adapted to. engage with the externally toothed rim on the reversing collar 71. When the coupling sleeve is in engagement with the reversing collar 71 the driven shaft is rotated with the speed produced by the first unit but in the reverse direction. The engagement of one of the coupling sleeves with the corresponding driving member causes the power to be transmitted through the successive inner coupling sleeves to the driven shaft.

In orderto move the coupling sleeves 72, 73, 74 and 75 into and out of their coupling positions, shifting levers 90, 91, 92 and 93 are provided which are pivoted 011 pins 94 secured in the extension F of the casing. These levers have lower bifurcated portions which straddle the sleeves and which are provided with studs 95 engaging in annular grooves 96 formed in the sleeves. The levers have upper arms 97 which are adapted to be depressed for swinging the levers on their pivots and moving the sleeves into their coupling positions, and springs 98 are provided which return the levers and sleeves to their normal or uncoupled positions when released. The lever 93 which operates the outermost sleeve 75 by which the driven shaft E is coupled with the reversing collar 71 for turning the driven shaft in the reverse direction, is provided with a downwardly extending arm 99 which engages the reversing rod 64 for swinging the threearmed lever 55 to unlock the wheel 34 and look the shell 36. The lever 55 and the reversing rod are restored to their normal positions by a spring 100.

Means are employed in connection with the described mechanism to insure the engagement of only one of the coupling sleeves with its corresponding driving device at one time. In the mechanism shown for this purpose, Figs. 1 and 4-10,. four actuating pins-101, 102, 1.03 and 104 are combined, re spectively with the four shifting levers 90-93 for moving the coupling sleeves to the coupled position by depressing the pins. The latter are slidably arranged with their lower portions in a plate 105, secured over an opening in the upper portion of the rear part of the casing and engage, when depressed, the upper arms 97 of the shifting levers for swinging the latter about their pivots. Hollowguidecylinders 106 are secured to the plate 105 in which the main portions of the pins are arranged. These I at one end with a ratchet disk 111 having a single tooth 112 with which a pawl 113 is adapted to engage. This pawl is secured to one end of a cross-head 114 which extends across all of the actuating pins and is pivoted at 115. The cross-head is provided adjacent to each of the guide cylinders with an arm 116 which projects through an opening in the guide cylinder toward the pin so as to be actuated by the same. Each pin is provided with an upper shoulder 117 for engaging the arm 116 and with a lower shoulder 118 which is engaged by a spring 119 pressing the pin upwardly. The toothed shaft 110 is provided w1th a returning spring 120 which restores the shaft to its original position after having been turned by the gearrack 109, and with a stop 121 secured to the ratchet disk 111 and adapted to engage a guide bracket 122 for limiting the return movement of this shaft by the spring 120. An-anti-friction roller 123, Fig. 6, is preferably applied to each arm 116.

.When the coupling sleeves are disengaged from their driving devices the actuating pins stand in an elevated position in which they areheld by the springs 119. Upon depressing one of the pins the upper shoulder 117 thereof engages the corresponding arm 116 on the cross-head, Figs. 8 and .9, and rocks the latter, thereby moving the pawl 113 away from. the ratchet disk 111. The further downward movement of the pin causes the upper shoulder to move below the When the coupling sleeve has been engagedpawl" 113 enwith its driving device, the gages the tooth of the ratchet disk llland holds the parts in thispos'ition. If a second actuating pin is depressed after one of the pins has been depressed far enough to move its coupling sleeve to the coupling position, the arm 116 registering with such second pin is actuated by the upper shoulder of the Figs. 1, 2 and 10, is preferably provided which is pivoted at 127 to a swivel 128,-se-

second pin in such manner as to releasethe pawl 113 from the ratchet wheel '111. This releases the toothed shaft 114 which is now turned in the reversed direction by the return spring 120, thereby raising the first pin by means of its gear rack until the rack clears the toothed shaft, when the return spring 119 of the-pin will cause the completion of the upward movement of the same. At the same time the coupling sleeve which was held in the coupled position by the first pin is returned to the uncoupled position by the return spring on the corresponding shifting lever. The further downward movement of the second pin moves the coupling sleeve of that pin to the coupled position.

It will be understood from the foregoing that after one pin has been depressed to the coupling position, a similar depression of a second pin will automatically release the first pin and its coupling sleeve and cause these parts to be returned to the uncoupled position, so that only one coupling sleeve can be moved to and held in the coupled position at a time.

- 124 represents a protecting cover which is secured to the plate 105 and which has open-' ings in its upper part through which the guide cylinders 106 extend.

In order to facilitate the depressing of the actuating pins 101-104 for coupling the driven shaft E to any of the driving elements of the gearing, an actuating ever,

cured to an extension 129 v of the cover 124.

This lever has a grooved lower face 130 loo adapted to engage the upper end of any of the actuating pins and can be swung into a position to engage any of the pins.

While the construction and arrangement of the several groups of devices which constitute this speed-changing mechanism is in.

every respect suitable and efficient, various changes and modifications maybe made in the details and specific features of construction without departing from the invention.

I claim as my invention:

1. The combination with a driving shaft and a driven shaft, of a plurality of successive differential speed-changing units interposed between said shafts, each of said units comprising a'fixed gear, a rotary gear and a gear engaging both with said fixed and rotary gears, means for driving a subsequent unit from a preceding unit, and meansfor connecting either unit with said driven shaft, substantially as set forth.

2. The combination with a. driving shaft provided with an eccentric, of a primary speed-changing unit mounted on said eccen-' tric and provided with a driving member havlng an eccentric, a secondary speedchanging unit mounted on the eccentric of the primary unit, a driven shaft, and means for driving said shaft from. either of said units, substantially as set forth.

'3. The combination with a driving shaft and a driven shaft, of a plurality of successive differential speed-changing units interposed between said shafts, and concentric coupling sleeves coupled together and to said driven shaft and each adapted to be separately coupled to its corresponding speedchanging unit, substantially as set forth.

4. The combination with a driving shaft,

a driven shaft, a plurality of speedchang 7 ing units interposed between said shafts, means for driving a subsequent unit from a preceding unit, means for coupling either unit with said driven shaft, and means for coupling said driving shaft directly with said driven shaft, substantially as set forth.

5. The combination with a driving shaft and a driven shaft, of a plurality of successive differential speed-changing units interposed between said shafts, concentric coupling sleeves coupled together and to said driven shaft and each adapted to be separately coupled to its corresponding speedchanging unit, and shifting levers connected with said coupling sleeves and adapted to move said sleeves to their coupled positions, substantially as set forth.

6. A variable speed gear comprising a driving shaft, a driven shaft, a differential speed-changing unit interposed between said shafts, means for connecting said unit with said driven shaft, and a reversin mechanism adapted-to connect said driving shaft with said speed-changing unit, substantially as set forth.

7. The combination with a driving. shaft, a driven shaft, a plurality of speed-changing units interposed between said shafts, meansfor driving a subsequent unit from a preceding unit, means for couplin either unit with said driven shaft, means or cousaid unit in a forward direction, mechanism for transmitting the motion from said unit to another of said driving members in the reverse direction, and means for coupling either of said driving members with said driven shaft, substantially as set forth.

9. The combination with a driving shaft, of a driven shaft, a differential speed-changing unit interposed between said shafts, independently rotatable concentric driving members mounted on said driving shaft, one of said driving members being driven by said unit in a forward direction, mechanism for transmitting the motion from said unit to another of said driving members in the reverse direction, and concentric coupling sleeves coupled together and to said driven shaft and each adapted to be separately coupled with one of said driving members, substantially as set forth.

10. The combination with a driving shaft and a driven shaft, of a differential speedchanging unit interposed between said shafts, independently rotatable concentric driving members mounted on said driving shaft, one of said driving members being driven by said unit, mechanism adapted to be shifted for transmitting the motion from said unit to another 'of said driving members in the reverse direction, concentric coupling sleeves coupled together and-to said driven shaft and each adapted to be separately coupled with one of said driving members, means for shifting said coupling sleeves to their coupled positlons, and means for shifting said reversing mechanism when one of said sleeves is coupled with said reverse driving members, substantially as set forth.

11. The combination with a driving shaft,

\ a driven shaft, a differential speed-changing unit interposed between said shafts and comprising a driving member having gear rims engaging with gears of different diameters, holding means for said gears, connections between said holding means for re leasing one -of the gears when the other gear is held, and means for connecting either of the gears to the driven shaft, substantially as set forth.

12. The combination with a driving shaft, a driven shaft, a di'derential speed-changing unit. interposed between said shafts and comprising a driving member having gear rims engaging with'gears of different diameters. movable locking devices adapted to engage said gears for holding the same stationary, and connect-ions between said looking devices for simultaneously moving one device into engagement and the other out of engagement with the respective gear, whereby only one of said gears is held stationary at a time, and means for connecting either of said gears to the driven shaft, substantially as set forth.

13. The combination with a driving shaft, a driven shaft, a differential speed-changing unit interposed between said shafts and comprising a driving member having gear rims engaging with gears of different diam eters, one of said gears turning in a forward direction and the other in the reverse direction when the companion gear is held stationary, independently rotatable driving members adapted to be driven in opposite directions by said gears, concentric coupling sleeves co'u led together and to said driven shaft, shi "ting levers for coupling each sleeve to its corresponding driving member, holding means for said gears, and means operated by one of said levers for moving said holding means into and out of engage/ ment with said gears, substantially as set forth.

14:. The combination with a driving shaft, a driven shaft, a differential speed-changing unit interposed between said shafts and comprising a driving member having gear rims engaging with gears of different diameters, lockin bars for said gears, a lever connected with said bars and operating to engage one and disengage the other bar, and a shifting rod for said lever, substantiallv as set forth.

15. The combination with a driving shaft, a driven shaft, a differential speed-changing unit interposed bet-ween said shafts and comprising a driving member having gear rims engagingwith gears of different diameters, locking bars for said gears, a lever connected with said bars and operating to engage one and disengage the other bar, a shifting rod for said lever, a coupling sleeve adapted to connect said unit with said driven shaft, and a shifting lever actuating both said sleeve and said shifting rod, substantially as set forth. 16. The combination with a driving shaft and a driven shaft, of successive differential speed-changing units interposed between said shafts, coupling devices adapted to couple said units to said driven shaft, and means for permitting only one of said coupling devices to be moved into coupling engagement at a time, substantially as set forth. 17. The combination with a driving shaft and a driven shaft, of a plurality of successive differential speed-changing units interposed between said shafts, and concentric,

' turning any other actuating member to its coupling sleeves coupled together and to said driven shaft and each adapted to be moved into engagement with its corresponding speed-changing unit to couple the driven shaft therewith, and means for permitting only one of said coupling sleeves to be moved into coupling engagement at a time, substantially as set forth.

18. The combination with a driving shaft,

of a driven shaft, speed-changing gears interposed between said driving and driven shafts, driving members connected with said gears, coupling sleeves mounted on said uncoupled position, substantially as set forth.

19. In a speed-changing gear, the combination of a plurality of driving members, a

- driven shaft, coupling members adapted to couple said drivin members with said shaft,

a shifting lever or each of said coupling members, actuating pins which are adapted to move said levers for moving the coupling members intoengagement with the corresponding driving members, means for holding the pins in their coupled positions, means for returning the coupling members to their uncoupled positions when said pins are released, and means actuated by the initial movement of any actuating pin for releasing any pin previously moved to its coupling position, substantially as set forth.

20. In, a speed-changing gear, the combination of a plurality of driving members, a driven shaft, coupling members adapted to couple said driving members with said shaft,

a shifting lever for each of said cou ling members, actuating pins which are move into engagement with said levers for moving the coupling members into engagement with the corresponding driving members, gear racks on said pins, a gear shaft with which said racks engage for turning the shaft, means for holding said ear shaft against movement when the pm is in the position in vwhich the coupling member is in engagement with the corresponding driving member, means for returning the shaft to its initial position when released, and means actuated by the initial movement of any of said actuating pins for releasing the shaft to cause the release of any pin previously moved to its coupling position, substantially as set forth. I

21. In a speed-changing gear, the combination of a plurality of driving members, a'driven shaft, coupling members adapted to couple said driving members with said shaft, a shifting lever for each of said coupling members, actuating pins which are moved into engagement with said levers for moving the coupling members into engagement'with the corresponding driving members, gear racks on said pins, a gear shaft with which said racks engage for turning the shaft, a ratchet disk on said shaft, a pawl adapted to engage said disk for holding the gear shaft against movement when the pin 1s in the coupling position, means for returning the shaft to its initial posi-- tion when released, and means actuated by the initial movement of any of said pins for causing said pawl to move out of engagement with said ratchet to release the shaft, substantially as set forth.

Witness my hand this 14th day of February, 1913.

JOHN F. FITCH.

Witnesses:

F. O. STEPHENS, RUnoLr BUECKING. 

